Air-brake-controlling means for locomotive-engines.



S. N. STEVENS. AIR BRAKBDONTROLLING MEANS FOR LOGOMOTIVE ENGINES.

APPLICATION FILED FEB.9, 1910.

Patented Apr. 19, 1910.

2 SHEETS-SHEET 1.

Nina wAsmNewN D c S. N. STEVENS.

AIR BRAKE CONTROLLING MEANS FOR LOUOMOTIVE ENGINES.

APPLICATION FILED FEB. 9. 1910.

955,61 1 Patented Apr. 19, 1910.

2 SHEETS-SHEET 2.

UN STA SAMUEL N. STEVENS, OF FITCHIBURG, MASSACHUSETTS.

To all whom it may concern:

Be it known that I, SAMUEL N. STEVENS, 0f Fitchburg, in the county of\Vorcester and State of Massachusetts, have invented certain new anduseful Improvements in Air-Brake-Controlling lWIeans forLocomotive-Engines, of which the following is a specification.

This invention has for its object to enable the brakes of a railwaytrain to be applied by the fireman of the locomotive while occupying hisusual station at the left of the cab, so that in case the engineer isunable from any cause to operate the usual engineefis valve at the rightof the cab, the brakes may be quickly applied by the fireman.

The invention is embodied in an emergency valve comprising a casinghaving means for attachment to a fixed support at the firemans side ofthe cab, and inlet and outlet ports, the former connected by a branchair pipe with the usual train pipe of the air brake system, while theoutlet port communicates with the atmosphere, and a valve plug movablein said casing and adapted to be moved by the fireman to connect thesaid inlet and outlet ports, and thus cause the application of thebrakes throughout the system.

The invention is also embodied in an emergency valve characterized asabove, and having an additional inlet and outlet port, the inlet portbeing connected with the air reservoir of the locomotive, and the outletport being connected by an air delivery pipe with the track-sandingapparatus of the locomotive so that the adjustment of the air brakes tocause their application to the train also causes the application of sandto the track.

Of the accompanying drawings, forming a part of thisspecification,-Figure 1 represents a top plan view of an emergency valveconstructed in accordance wit-h my invention. Fig. 2 represents a sideview of the same. Fig. 3 represents a sect-ion on line 33 of Fig. 2.vFig. 4 represents an elevation of the boiler head of a locomotiveengine, and a transverse sectional view of the cab showing the emergencyvalve in place.

The same reference characters indicate the same parts in all thefigures.

In the drawings,12 represents the head Specification of Letters Patent.

Application filed February 9, 1910.

Patented Apr. 19, 1910. Serial No. 542,968.

of a locomotive boiler, and 13 represents the floor of the cab of thelocomotive, the engineers seat being shown at 14, and the firemans seatat 15.

16 represents the air reservoir of the brake system applied to thelocomotive as usual.

17 represents the train pipe of the air brake system, or the portionthereof which is carried by the locomotive, the entire train pipeincluding the usual sections aifixed to the cars and couplingsconnecting said sections.

18 represents the casing of the engineers brake-operating valve, saidcasing being located at the engineers side of the cab and connect-edwith the train pipe, and by a branch 20 with the air reservoir 16.

The construction thus far described is common and well known, and doesnot require description in detail, it being sufiicient to state that theengineer applies and releases the brakes by operating the valve of whichthe casing 18 forms a part in the usual manner.

' In carrying out my invention, I provide an emergency valve located atthe firemans side of the cab, and so connected with the brake systemthat the fireman is enabled by its use to apply the brakes whileoccupying his usual position in the cab. The said emergency valveincludes a casing 21 having an inlet port 22 and an outlet port 23, saidports being in alinement with each other. The inlet port 22 is connectedby a branch pipe 25 with the train pipe 17. The outlet port 23communicates with the atmosphere preferably through a pipe 26 extendingto the exterior of the cab, and preferably through the fioor thereof, asshown in Fig. 4. The emergency valve alsoincludes a valve plug 27 whichis fitted to rotate in the casing 21 and has a transverse passage 28which connects the ports 22 and 23 when the emergency valve is open,said ports being disconnected from each other by the valve plug when theemergency valve is closed. The valve plug and the seat which receives itare preferably of tapering form, as shown in Fig. 3, the valve plugbeing preferably yieldingly pressed against its seat by a spring 29. Toone end of the valve plug is attached an operating handle 30 by which itmay be adjusted, said handle being provided with means for looking it tothe casing to secure the valve plug in its open position.

Said locking means include a lever 31 which is fulcrumed at 32 to thehandle 30, anda locking bolt 33 connected at 3& with the shorter arm ofthe lever 31 and adapted to enter a socket in the casing. A spring 36(Fig. exerts pressure on the lever in the direction required to forcethe bolt 33 into its socket.

The casing 21 is provided with attaching means whereby it may be securedto a fixed support at the firemans side of the cab, said support beingpreferably the boiler head 12. Said attaching means, as here shown,include ears 3'? formed on the casing and adapted to be seated on theboiler head, said ears having holes 38 for the reception of theattaching screws.

From the foregoing, it. will be understood that when the emergency valveis open, air is permitted to pass from the train pipe 17 through thebranch pipe 25, and escape into the atmosphere through the outlet pipe26, this operation causing the application of the brakes.

The emergency valve is also preferably adapted to cause the operation ofthe tracksanding apparatus of the locomotive, and to this end, thecasing 21 is provided with an additional air inlet port 39 and anadditional air outlet port 10, the valve plug 27 being provided with apassage ll adapted to connect the said ports 39 and a0 at the same timethat the ports 22 and 23 are connected. The inlet port 39 is connectedby a branch air inlet pipe 42 either directly with the air reservoir 16,or with the pipe 20 which connects said reservoir with the engineersvalve casing. To the outlet port 4L0 is connected an air-conducting pipe43 which extends through the front of the cab and is suitably related tothe track-sanding apparatus to cause a flow of sand on the track whenthe emergency valve is open.

It will be seen from the foregoing that my invention provides a verydesirable means for increasing the safety of the traveling public, andpreventing such accidents and loss of life and property as have beenknown to result from the sudden disability of the engineer. A locomotivecab equipped with my invention is provided with two separate means forapplying the brakes, one under control of the engineer and the otherunder control of the fireman, so that the fireman is enabled to applythe brakes instantly in case of the absence or disability of theengineer.

My invention is particularly useful on single track railways whereabrupt curves are frequent, so that the engineer is at times unable tohave an unobstructed View of both sides of the track immediately aheadof the engine. At such times the view of the fireman is unobstructed athis side of the track, so that he can see objects which are concealed bythe engine from the engineer. It

sometimes happens that a fiagman in signal ing a train to stop, takeshis stand so near an approaching engine that he cannot be seen by theengineer, but can be seen by the fireman. The emergency valve thereforeenables the fireman to stop the train promptly on knowledge notpossessed by the engineer. The provision of means for locking theemergency valve in an open position enables the fireman to knowcertainly that the valve has been properly operated, and preventsliability of an excessive movement of the valve plug.

I claim:

1. A locomotive having suitable air-b akeoperating means, including anair reservoir, a train pipe, and an engineers valve located at theengineers side of the cab, and connected with the air reservoir and thetrain pipe, an emergency valve comprising, first, a casing havingattaching means secured to a fixed support located at the firemans sideof the cab, and having also an inlet and an outlet port, the lattercommunicating with the atmosphere; and secondly, a valve plug movable insaid casing and adapted to connect and disconnect said ports, and abranch pipe connecting said inlet port with the train pipe.

2. A locomotive having suitable air-brakeoperating means including anair reservoir, a train pipe, and an engineers valve located at theengineers side of the cab, and connected wit-h the air reservoir and thetrain pipe, an emergency valve comprising, first, a casing havingattaching means secured to a fixed support located at the firemans sideof the cab, and having also two inlet ports and two corresponding outletports; and secondly, a valve plug movable in said casing and adapted tosimultaneously connect and disconnect said ports, air supply pipesconnecting the said inlet ports with the train pipe and the reservoirrespectively, one of the outlet ports communicating with the atmosphere,and an air discharge pipe connected with the other outlet port, andextending to the track-sanding apparatus of the locomotive.

3. In a locomotive, an emergency valve comprising a casing having meansfor attachment to a fixed support at the firemans side of the cab, andhaving an inlet port and a corresponding out-let port, the lattercommunicating with the atmosphere, and a valve plug movable in saidcasing and adapted to connect and disconnect said ports.

4-. In a locomotive, an emergency valve comprising a casing having meansfor attachment to a fixed support at the firemans side of the cab, andhaving an inlet port and a corresponding outlet port, the lattercommunicating with the atmosphere, a valve plug movable in said casingand adapted to connect and disconnect said ports, and means for lockingsaid valve plug against movement in the casing.

5. In a locomotive, an emergency valve comprising a casing having meansfor attachment to a fixed support at the firemans side of the cab, andhaving an inlet port and a corresponding outlet port, the lattercommunicating with the atmosphere, a valve plug movable in said casingand adapted to connect and disconnect said ports, said valve plug havingan operating handle, a springpressed lever fulcrumed on said handle, anda locking bolt engaged with said lever and adapted to engage a socket inthe casing.

6. An emergency valve comprising a casing having means for attachment toa fixed support in a locomotive cab, and having two inlet ports and twocorresponding outlet ports, said ports being adapted to be engaged withair-conducting pipes, and a valve plug movable in said casing and havingtwo passages adapted to simultaneously connect the said ports when theplug is moved to its open position.

7. A locomotive having suitable brakeoperating means including anemergency valve located at the firemans side of the cab, and suitablepipe connections between said valve and the usual air brake system,where by the brakes may be applied by the opening of said valve.

8. A locomotive having suitable brake-operating means including anengineers Valve located at the engineers side of the cab, an emergencyvalve located at the firemans side of the cab, and suitable pipeconnections whereby the brakes may be applied by the opening of eithervalve.

In testimony whereof I have aflixed my signature, in presence of twowitnesses.

SAMUEL N. STEVENS.

Witnesses:

ALVAH M. LEVY, EARL H. FARWELL.

